JP2020176995A - Flight route setting system - Google Patents

Abstract

To provide a system that sets flight routes by learning risks due to communication speed or the like in advance.SOLUTION: A flight route setting system 15 includes: acquisition means 14 for acquiring initial information 28a composed of the departure and arrival places and the time of departure or arrival of an airplane 10; flight map data 1 having positional information 2 on a specific position and communication speed information 3 that is associated with the positional information and related to radio communication speed 4 between the airplane and a base station, and preregistered; and setting means 16 for setting a flight route based on the flight map data, the initial information, and preregistered conditions. The communication speed information is related to radio communication speed composed of a plurality of station types.SELECTED DRAWING: Figure 1

Description

The present invention relates to a technique for setting a flight route of an airplane.

In recent years, preparations for verification necessary to make an airplane an ordinary means of transportation have been advanced. For example, an airplane (VTOL) capable of vertical takeoff and landing may be taken off and landed on the roof of a building. Further, for example, the VTOL automatically sets a flight route when a destination is instructed by a passenger.

Patent Document 1 discloses a route management control server used for a plurality of small aircraft. The route management control server stores location data including at least one of map information, topographical information, and building information, and route data based on three-dimensional coordinates. The stored location data and route data are transmitted to each of the plurality of small aircraft.
Patent Document 2 discloses a radio wave condition map creating system. The radio wave condition map creation system includes, for example, a management device and an information processing device. The management device records the electric strength information and the like received from the mobile phone. The information processing device acquires electric field strength information and the like from the management device, generates map creation data necessary for creating a radio wave condition map, and returns it to the mobile terminal.
Patent Document 3 discloses a flight control method. In this control method, when the control information cannot be received from the control device, the airplane moves to a position where the control information can be received based on the communication quality information. As a result, the user who operates the flight device can operate the flight device after the flight device has flown to a position where the radio wave of the mobile phone network can be received even if the communication between the control device and the flight device is interrupted.

JP-A-2018-163664 JP-A-2017-90171 Japanese Unexamined Patent Publication No. 2018-112871

If an airplane is to be used as an ordinary means of transportation such as a car, it is important to know in advance the state of communication speed on the flight route in order to support the operation of the airplane.
For example, if the set flight route includes an airspace that cannot maintain the prescribed communication speed with the ground, the pilot cannot operate due to a serious disease, or the airplane must land urgently for some reason. In, there is a risk that the flight control cannot be immediately switched to remote control from the ground.
For example, in such an emergency, the occupants can be reassured by the lack of smooth communication with the occupants on the plane, interrupted conversations, and inability to communicate with the ground in video. There is a risk that there is no such thing and that it is not possible to encourage appropriate response.
In addition, for example, there is a risk that the communication speed will be slower than in urban areas or on the ground when flying in the mountains or offshore due to the need to go to remote islands or due to route setting. ..

Therefore, an object of the present invention is to provide a system for setting a flight route by grasping in advance the risk caused by the above-mentioned communication speed and the like.

(1) The flight route setting system of the present invention is associated with position information regarding a specific position and the position information, and is provided with communication speed information regarding the radio communication speed between the airplane and the base station in advance. Set flight routes based on initial information and pre-registered conditions consisting of registered flight map data, its flight map data, information about the departure and destination of the aircraft, and information about departure or arrival times. It is characterized in that the communication speed information is related to a radio communication speed composed of a plurality of station types.

-"Position information" is information indicating a specific position including a position where an airplane should fly, a takeoff position, and a landing position. For example, information that can be divided into multiple two-dimensional airspaces, divided into multiple three-dimensional spaces, specified by latitude and longitude, and further specified by adding altitude, and the amount that can be converted into them. It is a concept that includes.
-"Communication speed information" is a concept that includes at least the communication speed between an airplane and the ground at a specific position, and includes an amount that can be converted into them.
-S6 corresponds to the "setting means" in the embodiment.

(2) In such flight map data, it is preferable that the communication speed information further includes the electric field strength.

(3) It is also preferable that the setting means establishes a flight route based on the weather information associated with the position and time.
-"Weather information" is information about the current or future weather at a specific location, and is a concept that includes the amount that can be converted into them.

(4) Further, it is preferable that the setting means establishes a flight route based on the landing information related to the position information and the landing place.
-"Landing information" is information on landing locations such as airports, heliports, parks, and schoolyards, and their facility names and scales, and is a concept that includes the amount that can be converted into them.

(5) Further, an imaging unit for acquiring the situation around the airplane as image information and a transmitting unit for transmitting the image information acquired by the imaging unit to the base station are further provided. However, it is preferable that the communication speed in the flight route is a communication speed sufficient for remote control of the airplane by the ground control station based on the transmitted image information.
-"Image information" is information about still images and moving images, and is a concept including an amount that can be converted into them.

(6) Further, the base station is set with an upper limit number of airplanes to communicate with, and it is preferable that the flight route is set so as to be within the upper limit number of airplanes.

(7) Further, the aircraft number acquisition means for acquiring the aircraft number information regarding the number of aircraft with which the base station is communicating is further provided, and the flight route is set by the setting means based on the aircraft number information. preferable.

(8) Further, when the flight route is set, it is preferable that the number of aircraft information corresponding to the base station on the flight route is updated.

(9) The second aspect of the flight route setting system of the present invention is a flight route setting system for an airplane capable of communicating with a plurality of base stations, and the base station has an upper limit of the number of airplanes to be communicated with. It is characterized in that it is set and has a setting means for setting the flight route so as to be within the upper limit of the number of aircraft.

(10) Such a flight route setting system further includes a number acquisition means for acquiring information on the number of aircraft with which the base station is communicating, and the setting means is used based on the number information. It is preferable that the flight route is set.

(11) Further, when the flight route is set, it is preferable that the number of aircraft information corresponding to the base station on the flight route is updated.

The flight route setting system of the present invention can set a flight route having a good communication speed in a wireless communication environment including a plurality of station types.
In addition, it is possible to prevent the setting of a flight route that exceeds the communication capacity.

FIG. 1 is a topographic map schematically showing flight map data used in the flight route setting system of the present invention. FIG. 2 is a schematic view showing the entire system using the flight route setting system. FIG. 3A is a schematic diagram showing an example of a data structure of flight map data, and FIG. 3B is a data table showing scores corresponding to the magnitudes of communication speed and electric field information values. FIG. 4A is a schematic view showing an example of the hardware configuration of the server. FIG. 5A is a schematic view showing an example of a terminal hardware configuration, and FIG. 5B is a schematic diagram showing an example of an airplane hardware configuration. FIG. 6 is a flowchart showing an embodiment of processing of a program used in the flight route setting system. FIG. 7 is a flowchart showing an embodiment of processing of a program used in the flight route setting system. 8A is a schematic diagram showing another example of the data structure of the flight map data of FIG. 1, and FIG. 8B is a schematic diagram showing still another example of the data structure of the flight map data of FIG. FIG. 9 is a schematic diagram showing another embodiment of the flight route setting system of FIG. FIG. 10 is a flowchart showing an embodiment of processing of the program used in the flight route setting system of FIG. 11A is a schematic diagram showing an example of the data structure of the base station data table, FIG. 11B is still another example of the data structure of the flight map data of FIG. 3A, and FIG. 11C is a schematic diagram showing an example of the data structure of the reserved data table. Is.

[1. Outline explanation]
<First Embodiment>
FIG. 1 is a topographic map schematically showing the flight map data of the present invention (see FIG. 2). In the figure, the speed distribution of wireless communication is superimposed on the topographic map from the urban area (starting point S) to the suburbs including the coast (destination G).
The figure shows, for example, three airspaces pointed by arrows as types of wireless communication. The first airspace 21 that communicates via the first base station 24 of the mobile phone line, the second airspace 22 that communicates via the second base station 25 of VHF / UHF, and the third that communicates via the communication satellite 26. Airspace 23. The first base station 24 and the second base station 25 are base stations. The communication satellite 26 may be regarded as a base station.

The first airspace 21 and the second airspace 22 are divided into three, for example, according to the electric field strength. The electric field strength increases from the inside to the outside. In the figure, for example, the electric field strengths of the first airspace 21 and the second airspace 22 are designated by reference numerals A, B, C and A', B', C'in order of increasing electric field strength.
The entire airspace consisting of the first airspace 21, the second airspace 22, and the third airspace 23 is divided into six according to the communication speed, and the subscripts a, b, c, d, and e are divided in order of speed. It is represented by f. For example, in the figure, the darker the color, the faster the communication speed.
In the figure, for the sake of simplicity, the boundary of the electric field strength division and the boundary of the communication speed division are matched, but they may not be the same.

Airplane 10 (see FIG. 2) is operated while maintaining communication with the ground via wireless communication consisting of one or more station types. Then, the flight route setting system 15 (see FIG. 2) sets the flight route R so that the communication speed is good, for example, a high communication speed is maintained. The set flight route R is transmitted to a ground organization that supports the flight.

[2. Detailed explanation]
(Overall system 20)
FIG. 2 is a schematic view showing the entire system. The overall system 20 shown in the figure includes the flight route setting system 15 of the present invention. In the overall system 20, the passenger 28 boarding the airplane 10 has, for example, a departure point S and a destination G (see FIG. 1) on his / her terminal 11, and a departure or arrival time / date / time (hereinafter referred to as initial information 28a). ) Is entered. The departure date and time may be the date and time when the passenger inputs the departure place.
The information is transmitted to the server 18 via the communication network N. The server 18 is provided with a program 37 (see FIG. 4) for operating the flight route setting system 15. The flight route setting system 15 sets the flight route R (see FIG. 1).
Further, the airplane 10 is provided with a plurality of instruments 12 such as a GPS device. The instrument information 12a acquired by the instrument 12 is transmitted to the ground control station 29 or control via the above-mentioned first base station 24, second base station 25 and / or communication satellite 26 (hereinafter referred to as base station 24, etc.). It is transmitted to 29d and the like.

(Flight map data 1)
FIG. 3A is a schematic diagram showing a data structure of flight map data. The flight map data 1 includes position information 2 representing a specific spatial position, a communication speed 4 and an electric field strength 5 with the first base station 24 and the second base station 25, which are associated with the position information 2. It consists of communication speed information 3.

(Flight route setting system 15)
Returning to FIG. 2, the flight route setting system 15 sets the flight route R based on the acquisition means 14 for acquiring the initial information 28a, the flight map data 1, the initial information 28a, and the pre-registered condition 38. It consists of 16.
Further, the set flight route R is transmitted by the transmission means 17 to the terminal 11 and the ground control station 29 and the control 29d that perform remote control, for example, in order to perform remote control / monitoring. The flight router R may transmit to either the ground control station 29 or the control 29d, and may transmit from one to the other as necessary.

(Airplane 10)
The airplane 10 has a structure capable of carrying passengers 28 (or animals) and further carrying luggage. In the present embodiment, the airplane 10 does not have a pilot. However, unlike non-pilot aircraft, it is not always remotely controlled by the pilot from the ground, but can navigate autonomously in peacetime, and can be piloted from the ground control station 29 in an emergency or when necessary. It is subject to remote control by a person. Specifically, the airplane 10 receives the remote control instruction 10c transmitted from the ground control station 29.

Further, in the present embodiment, for example, the airplane 10 is provided with an image pickup unit 13 for acquiring the external situation of the airframe as image information 13a. The image information 13a acquired by the imaging unit 13 is transmitted to the ground control station 29 by the transmission / reception unit 10a.

(Terminal 11)
The terminal 11 is, for example, a terminal such as a mobile phone, a smartphone, a tablet, or a laptop computer. The terminal 11 includes a transmission / reception means 19 for transmitting / receiving to / from the airplane 10 and the base station 24 and the like. The information received by the transmission / reception means 19 is displayed on the display unit 11a provided on the terminal.
The communication between the terminal 11 and the airplane 10 is, for example, a wireless communication network connected via the Internet. The wireless communication network includes various networks that connect the terminal 11 and the Internet, such as a mobile phone network and a Wi-Fi (registered trademark) standard wireless LAN.
The terminal 11 calls the airplane 10 or gives an instruction such as a departure place and a destination to the airplane 10 by the operation of the passenger 28. On the other hand, the terminal 11 receives the flight route R, the flight time, and the like from the airplane 10 and displays them on the display unit 11a.

In the present embodiment, the display unit 11a uses, for example, a liquid crystal display (LCD: Liquid Crystal Display). As the display unit 29b, a device for displaying an image such as a plasma display (PDP: Plasma Display Panel) or an organic EL (EL: Electroluminescence) may be used.
A display unit such as the terminal 11 may be provided on the airplane 10 so that the same input as the terminal 11 can be performed.

For example, in the present embodiment, the topographic map of FIG. 1 is displayed as a display screen on the display unit 11a of the terminal 11. Although the shade of color is changed in FIG. 1, for example, on the display screen of the display unit 11a, the color may be changed from blue to red as the communication speed increases.

(Instrument 12)
The instrument 12 measures, for example, GPS, aircraft attitude, altitude, position, course, and the like. The instrument information 12a from the instrument 12 is transmitted to the ground by the transmission unit (transmission / reception unit) 10a of the airplane. On the other hand, the transmission / reception unit 10a receives the remote control instruction 10c from the ground control station 29.
Here, instrument flight is a flight method in which, for example, the attitude, altitude, position, and course of an airplane 10 are measured depending on the instrument 12 on the aircraft.

(1st base station 24, 2nd base station 25, communication satellite 26)
The first base station 24 is, for example, a base station for wireless communication of a mobile phone line. Usually, a plurality of first base stations 24 are provided on the ground. When the existing first base station 24 is used, the antenna is directed upward, or a new antenna whose communication range is the air route of the airplane 10 is installed. The area where wireless communication is possible using the first base station 24 is an area in which a plurality of communicable areas of the first base station 24 are overlapped in a three-dimensional space and continuous.
The second base station 25 is, for example, a VHF / UHF base station. Compared to the first base station 24, the electric field strength is large and the communication area is large, but the communication speed is low.
Usually, a plurality of the first base station 24 and the second base station 25 are provided on the ground. Normally, the flight route R is set as much as possible within the continuous communication area of the first base station 24 and the first base station 24 and the second base station 25. In addition, optical wireless communication may be used for communication between the airplane 10, the first base station 24, and the second base station 25. Further, communication using laser light, which is called laser communication, may be used.
The communication satellite 26 is, for example, iridium satellite communication. The communication area is wide, but the communication speed is slow.

For example, the airplane 10 communicates via the first base station 24 in the urban area, communicates via the second base station 25 of the UHF in the suburbs, and further communicates via the second base station 25 of the VHF in the mountains. At sea, it communicates via the communication satellite 26. By using a plurality of types of wireless communication having different electric field strengths and communication speeds, it is possible to set a flight route R between cities or remote islands with a communication quality assumed in advance.

(Ground control station 29)
The ground control station 29 transmits and receives information to and from the airplane 10, a control unit 29a for remotely controlling the airplane 10, a display unit 29b for displaying instrument information 12a and / or image information 13a transmitted from the airplane 10. It is equipped with means 29c. The ground control station 29 is assigned personnel for remote control and monitoring of the airplane 10.

[3. Hardware configuration]
Next, the hardware configuration of the server 18 will be described with reference to FIG.

(Hardware configuration)
As shown in FIG. 4, a computer is used as the server 18 of this embodiment. The computer includes a CPU 30, which includes a non-volatile memory 31, a volatile memory 32, a recording device using light (for example, a DVD), a recording device using magnetism, and a USB or SD card. A drive 34 for reading the rewritable device 33 and a communication circuit 35 for communicating with the outside via a network are connected via a bus line 36. The non-volatile memory 31 and the volatile memory 32 (hereinafter referred to as the memory 31 and the like) are recording units.
Further, the flight map data 1, the program 37 used for the server 18, the condition 38 for setting the flight route, the OS 39 (operating system), and the browser program 39a are recorded in the recording unit.

The program 37 is a program related to the setting of the flight route R (see FIG. 2), and is installed on the server 18. The program 37 operates in cooperation by utilizing the functions of the browser program 39a and OS39. The program 37 may operate in cooperation with a separate program different from the browser program 39a and the OS 39. The program 37 acquires the initial information 28a (see FIG. 2) consisting of the departure place / destination from the terminal 11 and the departure / arrival date / time. Further, a screen displaying the flight route R, the departure point S (see FIG. 1), the destination G, and the like is transmitted to the terminal 11.
The flight map data 1, the program 37, the condition 38, the browser program 39a and the OS 39 are recorded on a rewritable device 33 such as a DVD or a USB or SD card, and are installed in the recording unit via the drive 34. To.
The building information 6 and the weather information 7, which will be described later, are recorded in the recording unit.
Furthermore, the flight map data 1, the building information 6, and the weather information 7 may be partially recorded in the server and the others may be recorded in the external server, instead of recording all of them in the server 18. For example, the position information 2 of the flight map data 1 is recorded in the server 18, and the other information is recorded in the external server.
Reference numerals 37a, 40, 40a, and 40b in parentheses correspond to other embodiments described later.

(Hardware configuration of terminal 11)
FIG. 5A shows the hardware configuration of the terminal 11. Since the hardware configuration is almost the same as the hardware configuration of the server 18 described above, the same parts are designated by the same reference numerals and the description thereof will be omitted.
Further, a program 37 (see the alternate long and short dash line) related to the setting of the flight route may be installed in the recording unit of the terminal 11. Then, a program for logging in to the overall system 20 (see FIG. 2) or displaying the flight route R (see FIG. 2) on the display unit 11a may be installed.
Further, the flight map data 1 (see the alternate long and short dash line) and the condition 38 for setting the flight route (see the alternate long and short dash line) may be recorded in the memory 31 or the like.

(Hardware configuration of airplane 10)
FIG. 5B shows the hardware configuration of the airplane 10. Since the hardware configuration is almost the same as the hardware configuration of the server 18 described above, the same parts are designated by the same reference numerals and the description thereof will be omitted.
The instrument 12 and the imaging unit 13 are connected to the bus line 36.
Further, the program 37 (see the alternate long and short dash line) related to the setting of the flight route may be installed in the memory 31 or the like of the airplane 10. Then, a program for logging in to the overall system 20 (see FIG. 2) or a program for displaying the flight route R on the display unit 11a (see FIG. 2) of the terminal may be installed.
Further, flight map data 1 (see the alternate long and short dash line) and condition 38 for setting the flight route (see the alternate long and short dash line) may be recorded in the memory 31 or the like.

(Other examples of hardware configuration)
In the hardware configuration shown in FIGS. 4, 5A, and 5B described above, the functions shown in FIG. 2 are realized by using the CPU 30 and the program 37, but a part or all of them may be a logic circuit such as a microcomputer or a logic circuit such as a microcomputer. Sequence control may be performed using a PLC (programmable logic controller).
Further, the flight map data 1 and a part or all of the condition 38 may be recorded in an external server. Further, a part or all of the program 37 and the browser program 37a may be executed on an external server.
Since the hardware configuration of the external server is almost the same as the hardware configuration of the server 18 described above, the description thereof will be omitted.
Furthermore, in the present embodiment, the data table recorded in the memory 31 or the like is recorded by a known method including a comma-separated value format.

[4. How to set a flight route]
6 and 7 are flowcharts showing an embodiment of the processing of the program 37 used in the server 18. A method in which the server 18 sets the flight route R (see FIG. 1) will be described using this flowchart.

(Login process)
The flowchart shown in FIG. 6 shows an outline of the login process.
(T1) Passenger 28 accesses the WEB page of the entire system 20 via the Internet by the terminal 11. The CPU of the terminal 11 requests the server 18 to download the WEB page.
(T2) The CPU of the server 18 transmits the login screen of the entire system 20 (see FIG. 2) to the terminal 11.
(T3) By operating the passenger 28, the login information 28b is acquired from the login screen displayed on the display unit 11a. The transmission means 19 (see FIG. 2) transmits the input login information 28b to the server 18. The login information 28b is, for example, information such as a password registered in advance by the passenger 28.
(T4) When the login information 28b matches the information registered in advance, the input screen of the initial information 28a is transmitted to the terminal 11. On the other hand, if the login information 28b does not match the information registered in advance, the process returns to step T3. The login screen and the input screen for the destination or the like may be one screen.

(Flight route setting process)
The flowchart shown in FIG. 7 shows an outline of the flight route setting process.
(S1) By the operation of the passenger 28, the terminal 11 acquires the initial information 28a via the input screen. The current location acquired by the GPS function of the terminal 11 may be used as the departure point. Further, the time of input may be set as the departure date and time.

(S2) The transmission / reception means 19 of the terminal 11 transmits the initial information 28a to the server 18.
(S3) The server 18 acquires the initial information 28a.
(S4) The server 18 selects the airplane 10. For example, select an airplane near the departure point for the departure point and its date and time. Here, for example, an identification ID is attached to the airplane 10. Passengers 28 may be presented with selectable airplanes via the display screen 11a and may be allowed to select them.
(S5) Flight map data 1 and condition 38 corresponding to the identification ID (described below) are selected and acquired.

(Flight map data 1 data structure)
The data structure of the flight map data 1 will be described again with reference to FIG. 3A. The performance of the transmission / reception unit 10a (see FIG. 2) of an airplane affects the communication speed of each airplane. Therefore, in the present embodiment, for example, flight map data 1 is prepared for each identification ID 10b.
If communication equipment of the same plan is installed, it is not necessary to provide multiple flight data maps.
Furthermore, instead of the identification ID 10b, a performance identification ID may be provided based on the performance so as to indicate that the transmission / reception performance is equivalent.

Returning to FIG.
(S6) The setting means 16 sets the flight route R based on the flight map data 1, the initial information 28a, and the condition 38.

As shown in FIG. 3A again, in the present embodiment, the communication speed 4 is the communication speed 4a from the airplane 10 to the base station 24 and the like (hereinafter referred to as the uplink communication speed) and the communication speed from the base station 24 and the like to the airplane 10. It consists of 4b (hereinafter referred to as the downlink speed). Further, the electric field strength 5 is the electric field strength of the radio wave emitted from the base station 24 or the like.
In the present embodiment, the values (communication speed and electric field strength) of the base station having a high communication speed are adopted at the position where different base stations overlap.

(Condition 38)
The condition 38 for route setting is, for example, that the flight route R connecting the starting point and the destination has a short distance, a high communication speed 4, and a high electric field strength 5.
FIG. 3B is a score data table corresponding to the magnitudes of the communication speed 4 (see FIG. 3A) and the electric field strength 5. The score data table is included in condition 38 (see FIG. 2). For each of the speed categories 8a to f, 6 to 1 points are set as the respective points 8b. Further, for the strength categories 9aA to C, 3 to 1 points are set as the respective scores 9b. For example, the flight route R is set so that the total score of these is high.
Also, for example, the shorter the distance, the higher the score may be. Further, for example, even if the communication speed 4 and the electric field strength 5 are good results (the total score is high) for the entire route, the communication speed 4 and the electric field strength 5 are not significantly deteriorated partially. At a specific position, for example, two or more points may be set.
Further, for example, if the departure time is close to sunset or the arrival time is likely to be sunset, visual remote control cannot be performed in an emergency based on the image information 13a (see FIG. 2). Therefore, for example, the condition 38 is that it is in the daytime and that the arrival time is before sunset.
A known method other than the scoring method may be used.

Returning to FIG.
(S7) The set flight route R is transmitted to the airplane 10, the control 29d, and the ground control station 29 by the transmission means 17 via the base station 24 and the like (see FIG. 2). It may be transmitted to the terminal 11.
If a route satisfying the condition 38 cannot be set or is not recommended, the passenger 28 is notified via the display unit 11a (see FIG. 2).

(emergency)
When the ground control station 29 checks the instrument information 12a (see FIG. 2) transmitted from the airplane and determines that remote control is necessary, or when the passenger 28 makes a wireless communication call or the passenger 28 makes an emergency button. When remote control is required by the operation of, the airplane 10 is remotely controlled via the control unit 29a of the ground control station 29.
When the communication speed 4a is high, for example, when the operator of the ground control station 29 can visually recognize the image information 13a (moving image) to the extent that the external situation of the airplane 10 can be grasped in real time through the display unit 29b, the operator The airplane 10 can be made to make an emergency landing by remote control by.

(Calculation method)
For the values referred to in the method using the data table such as the flight map data 1 and the condition 38 such as the score data table, a method using a function or a mathematical formula may be used instead of the method using the data table. By performing an operation using those functions or mathematical formulas, the referenced value is output. The mathematical formula and the like are recorded in the memory 31 and the like. The calculation method and the data table method may be combined. For example, some outputs may be calculated and the rest may be obtained from the data table.

(Communication speed and electric field strength of flight map data 1)
For the communication speed 4 and the electric field strength 5 of the flight map data 1, for example, a best effort value is adopted.
Further, for example, values of speed and intensity whose quality is guaranteed may be adopted.
Further, for example, the communication speed 4 of the flight map data 1 may be estimated and calculated from the traffic situation. The communication capacity that can be handled by one base station is finite, and it is shared by the number of nodes accessing the base station. Therefore, a number divided by the number of nodes connected periodically may be used as an estimated value of the communication speed 4. These best effort values, quality-guaranteed values and estimates may be used as default values.

(Update of flight map data 1)
During flight, the airplane 10 acquires the vertical communication speeds 4a and 4b and the electric field strength 5 corresponding to the position information. The acquired data is transmitted to the server 18 or the data update server together with the identification ID 10b. When the accumulation of the data reaches a predetermined amount or a predetermined time, the flight map data 1 is updated based on the accumulated data. For example, the above-mentioned initial setting value may be updated.

(Modification example)
The flight route setting system 15 does not have to include the electric field strength 5 of the flight map data 1. In that case, the setting means 16 sets the flight route R using the score of the speed division of the communication speed 4.

[5. Other embodiments]
Hereinafter, other embodiments of the flight route setting system 15 of the present invention will be described. Since the second, third, and fourth embodiments are almost the same as those of the first embodiment described above, only the different parts will be described, and the description of the same parts will be omitted.

<Second Embodiment>
Other embodiments of the flight route setting system 15 are shown. The flight route setting system 15a (see FIG. 2) of the second embodiment is different from the flight route setting system 15 described above in that flight map data including landing information is provided.
In the second embodiment, in addition to the flight map data 1, the flight map data shown in FIG. 8A is provided. The flight map data 40 shown in FIG. 8A is associated with the position information 2 and includes the landing information 41 regarding the landable place. Reference numeral 41a indicates a score given for a position around the airfield, that is, close to a landable place.
Further, in the second embodiment, the airspace information 42 including the flight-controlled airspace is further provided. For example, an approach route to an airport or the like is equivalent.
The flight map data 1 and the flight map data 40 may be combined into one flight map data.

<Third Embodiment>
Other embodiments of the flight route setting system 15 are shown. The flight route setting system 15b (see FIG. 2) of the third embodiment differs from the above-mentioned flight route setting system 15 in that flight map data including weather information is provided.
In the third embodiment, in addition to the flight map data 1, the flight map data shown in FIG. 8B is provided. The flight map data 40a shown in FIG. 8B includes position information 2 and weather information 43 associated with the date and time.
In the third embodiment, the weather information 43 is composed of a plurality of time-series data tables. In this embodiment, items of rain, wind speed, and lightning are provided. For example, if it is rain, the amount of rain is mm, if it is wind, the wind speed is m, and if it is lightning, it is a warning or an alarm. Items such as sunny, cloudy, and fog may be provided as appropriate.
In the third embodiment, for example, when weather that affects flight such as rain, wind speed, lightning, and fog is confirmed, a flight route is set so as to avoid them.

<Fourth Embodiment>
(System outline)
FIG. 9 shows yet another embodiment of the flight route setting system 15. In the flight route setting system 44 shown in FIG. 9, a plurality of airplanes 10 (see FIG. 2) can communicate with the base station 24 and the like. Then, the upper limit number of airplanes 10 to be communicated with the base station 24 and the like is set. The communication capacity that can be handled by one base station is finite, and the communication capacity is shared by the number of machines accessing the base station. Therefore, the number of machines that can be connected is determined in advance, and the communication speed 4 at a predetermined speed is maintained.

The setting means 16 sets the flight route R so as to be within the upper limit number of aircraft.
The server 18 includes a machine number acquisition means 45 for acquiring machine number information 45a regarding the number of machines communicating with a specific base station 24 or the like. The setting means 16 sets the flight route R based on the number of aircraft information 45a.

FIG. 10 is a flowchart showing an example of processing of the program 37b used in the fourth embodiment. A method in which the server 18 acquires the number information 45a of the base station 24 and the like and sets the flight route R will be described using this flowchart.

(Base station selection process)
In S6 (see FIG. 7),
(U1) The CPU of the server 18 acquires information such as the base station 24 whose number information 45a has reached the upper limit from the base station data table.
(U2) From the flight map data, the space corresponding to the base station 24 or the like that has reached the upper limit of the number of aircraft is set to the airspace where the flight for the upper limit of the number of aircraft is restricted.
(U3) The setting means 16 sets the flight route so as to bypass the flight restricted airspace that has reached the upper limit.

(Base station data table 47)
FIG. 11A shows a base station data table used in the fourth embodiment. The base station data table 47 includes an identification ID 46 of the base station 24 and the like, aircraft number information 45a, and an upper limit number 45b of airplanes registered in advance in the base station 24 and the like. For example, the upper limit number 45b is set based on the communication capability of the base station 24 or the like.

(Reservation processing)
(U4) The number information 45a in the base station data table 47 (see FIG. 11A) is updated. Specifically, the number of aircraft is increased by one for the base station 24 and the like corresponding to the position information on the flight route R. Then, the airplane identification ID 10b is recorded in the reservation data table provided for each base station.

(Flight map data 40b)
FIG. 11B shows flight map data used in this embodiment. The flight map data 40b shown in the figure further includes a base station identification ID 46 for identifying the base station 24a or the like corresponding to the position information 2 with respect to the flight map data of the first embodiment.

(Reservation data table 48)
FIG. 11C shows a reservation data table used in the fourth embodiment. The reservation data table 48 includes an identification ID 46 of the base station 24 and the like, and an airplane identification ID 10b.

(Processing to reduce the number of base station information)
(U5) Information (instrument information) 12a regarding the position of the own aircraft is acquired from the transmission / reception unit 10a of the airplane.
(U6) When the airplane 10 moves from the base station reserved from the instrument information 12a to the airspace corresponding to the next base station, the airplane identification ID 10b recorded in the reservation data table 48 is deleted. Further, the number information 45a registered in the identification ID 46 of the corresponding base station 24 or the like in the base station data table 47 is decremented by one.

(Other)
The base station data table 47, the reservation data table 48, and the program 37b may be recorded in the memory 31 or the like of the airplane 10.
The reservation data table 48 may be provided on the base station 24 or the like side.
In the above-described embodiment, when setting the flight route, the number of aircraft information 45a and the like are acquired and reservations are made based on the time of the setting. However, when the flight route R is a long distance, a large number of base stations remain reserved until the airplane 10 passes, and the communication capacity is wasted. Therefore, for example, the base station data table 47 is provided at predetermined time intervals, and for example, 24 base station data tables are provided every hour. Then, the reservation may be registered in the base station data table 47 corresponding to the vacant time zone. Then, in the reservation data table 48, the passage date and time are recorded together with the identification ID of the airplane. For example, the passing date and time is from 20:00 to 20:30 on December 25th.

[6. Brief Summary]
As shown in FIG. 1, for example, the airplane 10 flies the flight route R set by the flight route setting system 15 as follows.
A case of flying from the city center of the departure point S to the suburbs of the destination G will be described. The vicinity of the departure point S is a densely populated residential area, which is the first airspace 21. In this airspace, the communication speed is high enough to transmit a video of the surroundings of the aircraft to the ground in near real time. Furthermore, the safety of the surroundings can be confirmed with multiple cameras installed on the aircraft. Therefore, based on the image data transmitted from the airplane 10, the ground control station 29 (see FIG. 2) can perform remote control while checking the external state of the aircraft on the display unit 29b.
The airplane may be made to operate autonomously, and the ground control station 29 may check the surroundings with a video. In the case of autonomous driving, remote control may be performed visually in an emergency.

Next, as the distance from the first airspace 21 increases, the electric field strength gradually weakens, and the communication speed further slows down. Therefore, the quality of the image data transmitted to the ground control station 29 is deteriorated. Alternatively, the number of cameras that transmit images to the ground control station 29 may be reduced, for example, only the front camera may be turned on to reduce the amount of data to be transmitted. Further, for example, when the communication speed is slow, an image sent for several seconds may be transmitted.
Finally, as the user enters the first airspace 21 again and approaches the destination G, the communication speed increases, so that the amount of image information data to be transmitted is increased. In the vicinity of a landing point such as a heliport on the roof of a building, land by remote control while checking the surrounding conditions of the aircraft with many cameras.

Further, for example, when the remote island 27 or the like is the destination (flight route R1), the communication speed is often low in the third airspace 23 such as at sea. For this reason, instrument flight is performed instead of visual flight. It is possible to grasp in advance that the instrument flight will be performed at the time of route setting, and to inform the flight support organization such as the control 29d or the ground control station 29.

[7. Others]
The above-described embodiments can be used in appropriate combinations.
The airplane 10 may have a pilot on board, or may be remotely controlled from the ground control station 29 or the control 29d.
As the above-mentioned airspace, an airspace using a communication type other than the three types of communication via a mobile phone line, communication by VHF / UHF, and communication satellite may be used.
In the above-described embodiment, the number of divisions is six according to the communication speed, but the number of divisions may be two divisions, four divisions, or seven divisions or more.
For the flight map data 1, values that can be converted into the communication speed 4 and the electric field strength 5 may be adopted. For example, the values that can be converted include a speed category 8a and an intensity category 9a, a score 8b, a score 9b, and the like.
The airplane 10 may be used for the purpose of collecting weather information, some investigation such as imaging the surface of the earth, or carrying a small baggage. In that case, it does not have to have a structure capable of carrying passengers and the like.
Even if there is a spot in a part of the flight route R where the communication speed drops significantly, it may be included in the flight route as long as it is a minute time that can be ignored even if the communication is interrupted in view of the moving speed.
The flight route 15 may be reset at predetermined intervals.

[8. Summary]
Since the flight route setting system 15 includes the communication speed information 3 including the communication speed associated with the position information 2, the flight route R can be set in consideration of the communication speed 4, and further on the set flight route. You can check the communication speed status.
For example, the set flight route R is not always the shortest distance. Even if it becomes a detour, it is possible to set a route with a high communication speed and ensure flight safety.
Further, for example, when the communication speed is high, the state around the own machine can be transmitted to the ground as a moving image, and remote control can be performed visually from the ground through the display unit 29b.
Further, for example, when the remote island 27 or the like is the destination, the communication speed is often low at sea or the like. For this reason, instrument flight is performed instead of visual flight. It is possible to know in advance that the instrument flight will be performed at the time of route setting, and to inform the control 29d and the organizations involved in the ground flight.

When the flight map data 1 includes the electric field strength 5 in the communication speed information 3, it is possible to know in advance a lot of communication states in the flight route R.

When the setting means 16 further sets the flight route R based on the weather information 43 associated with the position and the date and time, it is possible to set the route with a good communication speed state in consideration of bad weather in advance. ..

Further, when the setting means 16 is associated with the position information 4 and further sets the flight route R based on the landing information 41 regarding the landable place, the airport or a high-rise building with a heliport can be used as an emergency landing case. Can be set near the building.

Further, the image pickup unit 13 for acquiring the situation around the airplane 10 as image information 13a and the transmission unit 10a for transmitting the image information acquired by the image pickup unit to the base station are further provided, and the condition 38 However, since the communication speed 4 on the flight route R is a communication speed sufficient for the ground control station 29 to remotely control the airplane 10 based on the transmitted image information 13a, while viewing the image information 13a from the ground in an emergency. The airplane 10 can be remotely controlled.

The first base station 24, the second base station 25, and the third base station 26 are set with an upper limit of the number of airplanes 10 to be communicated, and the flight route R is set so as to be within the upper limit. To. Therefore, it is possible to prevent the setting of the flight route R exceeding the finite communication capacity that can be handled by one base station.

Further, the machine number acquisition means 45 for acquiring the machine number information regarding the number of machines communicated by the first base station 24, the second base station 25, and the third base station 26 is further provided, and based on the machine number information 45a. Since the flight route R is set by the setting means 16, the communication speed of a predetermined quality can be maintained in the first base station 24, the second base station 25, and the third base station 26 on the flight route.

When the flight route R is set, the number information 45a corresponding to the first base station 24, the second base station 25, and the third base station 26 on the flight route is updated, so that the first base station on the flight route is updated. 24, the second base station 25 and the third base station 26 can maintain a communication speed of a predetermined quality.

1 Flight map data 2 Position information 3 Communication speed information 4 Communication speed 4a Uphill speed (from airplane to base station)
4b Down speed (airplane from base station)
5 Electric field strength 5a Electric field strength of base station 6 Landing information 7 Flight avoidance information 8a Speed classification 8b Score 9a Strength classification 9b Score 10 Airplane 10a Transmitter / receiver (airplane)
10b Airplane identification ID
10c Remote control instruction 11 Terminal 11a Display unit 12 Instrument 12a Instrument information 13 Imaging unit 13a Image information 14 Acquisition means 15 Flight route setting system (first embodiment)
15a Flight route setting system (second embodiment)
15b Flight route setting system (third embodiment)
16 Setting means 17 Sending means (server)
18 Server 19 Transmission / reception means (terminal)
20 Overall system 21 1st airspace 22 2nd airspace 23 3rd airspace 24 1st base station 25 2nd base station 26 Communication satellite 27 Remote island 28 Passenger 28a Initial information 28b Login information 29 Ground control station 29a Control unit 29b Display unit 29c Transmission / reception Means (ground control station)
29d control 30 CPU
31 Non-volatile memory 32 Volatile memory 33 Device 34 Drive 35 Communication circuit 36 Bus line 37 Program 37b Program 38 Condition 39 OS
39a Browser Program 40 Flight Data Map (Second Embodiment)
40a Flight map data (3rd embodiment)
40b Flight map data (4th embodiment)
41 Landing information 41a Score 42 Airspace information 43 Weather information 44 Flight route setting system (4th embodiment)
45 Number acquisition means 45a Number information 45b Maximum number 46 Base station identification ID
47 Base station data table 48 Reserved data table S Departure point G Destination R Flight route N Communication network

Claims (11)

The flight map data registered in advance and the position information related to a specific position and the communication speed information related to the position information and the communication speed information regarding the radio communication speed between the airplane and the base station are provided.
It consists of initial information consisting of flight map data, information on the departure and destination of the airplane, information on departure time or arrival time, and a setting means for setting a flight route based on pre-registered conditions.
A flight route setting system in which the communication speed information relates to a radio communication speed composed of a plurality of station types. The flight route setting system according to claim 1, wherein the communication speed information further includes an electric field strength. The flight route setting system according to claim 2, wherein the setting means further sets a flight route based on the weather information associated with the position and time. The flight route setting system according to claim 3, wherein the setting means establishes a flight route based on the landing information related to the position information and the landing place. An imaging unit for acquiring the situation around the airplane as image information,
It further includes a transmission unit for transmitting the image information acquired by the imaging unit to the base station.
The flight route setting system according to claim 4, wherein the condition is that the communication speed in the flight route is a communication speed sufficient for remote control of the airplane by the ground control station based on the transmitted image information. The base station has a maximum number of airplanes to communicate with.
The flight route setting system according to claim 5, wherein the flight route is set so as to be within the upper limit number of aircraft. It is further equipped with a number acquisition means for acquiring number information regarding the number of units with which the base station is communicating.
The flight route setting system according to claim 6, wherein a flight route is set by the setting means based on the number of aircraft information. The flight route setting system according to claim 7, wherein when the flight route is set, the number information corresponding to the base station on the flight route is updated. An airplane flight route setting system that can communicate with multiple base stations.
The base station has a maximum number of airplanes to communicate with.
A flight route setting system including a setting means for setting the flight route so as to be within the upper limit number of aircraft. It is further equipped with a number acquisition means for acquiring number information regarding the number of units with which the base station is communicating.
The flight route setting system according to claim 9, wherein a flight route is set by the setting means based on the number of aircraft information. The flight route setting system according to claim 10, wherein when the flight route is set, the number information corresponding to the base station on the flight route is updated.